Elevator control system



Dec. 15, 1936.

H. w. WILLIAMS 4ELEVATOR CONTROL SYSTEM Filed Nov. 3, 1954 7 Sheets-Sheet 1 /VOfef Q Pas/'fiom of blrwhes when carl is INVENTOR /vczro/c/ W W/Y//am W gf) ATT NEY Dec, l5, 1936. H. w. WILLIAMS 2,054,045

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H. w. WILLIAMS ELEVATOR CONTROL SYSTEM` Filed NOV. 3, 1954 '7 Sheets-Sheet 3 Haro/0 W. W/Y//ams ATT EY Dec. l5, 1936.

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Dec. 15, 1936.

H. W. WILLIAMS ELEVATR CONTROL SYSTEM Filed Nov. 3, 1954 '7 Sheets-Sheet 5 ATT EY ELEVATOR CONTROL SYSTEM Filed Nov. 5, 1934 7 sheets-sheet e CARB 02h @EUR 62 l B20 4 BZU Bm: -J

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ELEVATOR CONTROL SYSTEM Filed Nov. 5, 41954 7 Sheets-Sheet 7 Car/4.

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50 yi D wlTNEssEs; .l @WZ C Patented Dec. l5, 1936 'UNITED STATES PATENT GFFICE Westinghouse Electric Elevator Company, Chicago, lll., a corporation of Illinois Application November 3, 1934, Serial No. 751,295

26 Claims.

spective cars is controlled bypush buttons located at the landings and in the respective cars. Each landing is provided with an up and down push button common to all of the cars. Each car is provided with a car station comprising one push button per iloor, which control only the associated car.

Operation of any car button causes the associated car to start, travel to, and stop at the corresponding fioor. If a number of such car buttons are operated, the car responds thereto successively. Operation of a car button also immediately lights a floor lantern'at the corresponding floor. The lantern informs any intending passengers of the approach of the car, and also furnishes an indication of the direction in which the car is conditioned to leave that iloor.

All cars normally stand at the lower termina iloor. Operation of any hall button starts one of the cars, the car to be started being determined. by selectively operable' transfer mechanism. Operation oi such hall button also immediately lights a floor lantern associated with the selected elevator and located at the corresponding floor. This floor lantern informs the intending passenger which of the cars will respond to his call and enables him to proceed directly to the corresponding hatchway door.

After the selected car has started, any registered up hall calls i'or iioorsabove it, or any registered down hall calls are appropriated to it, and cause the illumination at the corresponding floors of the iioor lanterns for the selected car. The selected car responds to the up hall calls during its upward travel and when it' reaches the highest oor for which either a hall button or one of its car buttons has been operated, it reverses, and returns to the lower terminal. During its downward movement it responds to the down hall calls appropriated to it. The system may also be arranged so that if, after answering the highest call, no further calls exist for that car, it will remain at the floor corresponding to such highest call.

Any up hall cali registered, during the upward movement of the first car, for a floor which the first car has passed, or any up hail call registered after the first car has started its return movement, or any down hall call registered for a iloor which the first car in its downward movement has passed, are appropriated to and cause the starting of a second car of the bank.

Any such calls also cause the immediate illumination of the hall lanterns at thecorresponding floors associated with such second car, and cause the stopping of such second car at the corresponding iioors, in the manner mentioned in connection with the first car.

When such second car reaches the highest iloor at which a hall call appropriated to it is registered or for which one of its car buttons has been operated, it reverses and returns to the lower terminal, or, alternatively, remains at such highest floor, if no further calls are registered for that car.

If, in reversing, the second can assumes a position nearer the lower terminal than the iirst car, any calls previously appropriated to the iirst car are passed by the secondcar, but subsequently registered calls are appropriated to it, the corresponding lanterns being immediately illuminated. The feature of preventing one car from responding to calls previously appropriated to another car has been found desirable in that after an intending passenger has been directed to a particular hatchway by the lighting of the corresponding floor lantern, confusion results if another car stops for him.

. The system is so arranged that any of the cars of the bank may be selected as the car to respond to an initial hall`call. It is also arranged so that lil-:ISSUED any floor may be selected as the iioor to which all of the cars return when no calls are registered on the system. 'Ihe normal traillc conditions in a building areusually such, however, that this iloor is preferably the lower terminal door.

In accordance witha modified embodiment of the present invention.- Mwindividual to the respective cars are located at the several door landings and means are provided to indicate to intending passengers which of theA cars of the bank is conditioned to respond to a call. 'I'his indicating means may take the form of signal lamps associated with the respective push buttons, as disclosed in the copending application of Bouton and Eames, Serial No. 688,784, iiled September 9, 1933 and assigned to the Westinghouse Electric Elevator Company. Preferably, however, the signal is incorporated in the button itself.

It is an object ofthe present invention, accordingly, to provide a control system of the push button type for a bank oi cars in which starting of the respective cars is controlled in accordance with the trailic requirements of the building.

More specifically stated, it is an object of the present invention to provide such a system in which an initial call starts a selected onev of the cars, and in which additional calls start others of the cars.

It is another object of the present invention to provide such a system in which, after the starting of one of the cars, any calls in a certain zone with respect to that car are appropriated to it and in which any calls outside of such zone are appropriated to and cause the starting oi' a second car.

It is also an object of the present invention to provide such a system in which any car, after having been started, responds successively to any calls in the zone associated with it, and after having responded to all of such calls, returns to and remains at a selected floor.

Other objects of the present invention appear in the accompanying description and in the appended claims.

Referring to the drawings:

Figure 1 is a view showing the mechanical relationship of certain parts of the system.

Fig. 2 is a View showing the relative positions, corresponding to different positions of' a car in its hatchway, of fioor selector elements which may be used in connection with the present invention.

Figs. 3, 4, 5, 6 and 7, taken together, illustrate a control system for two cars arranged in accordance with the present invention.

Fig. 8 shows diagrammatically the circuits for indicating to intending passengers which car of a bank is conditioned to respond to a registered call, in accordance with the second modification of the present invention, and

Fig. 9 illustrates a preferred construction of a push button station incorporating an indicating element.

Except where specified in the accompanying description, the switches and relays illustrated diagrammatically in Figs. 3 through 8 are of conventional construction. Each embodies an operating electro-magnet, a movable armature disposed inthe magnetic field of the electro-magnet for actuation when the coil is energized or deenergized, and one or more contact members which are opened or closed by the movements of the associated armature. yThe physical relationship between any coil and the contact members operated thereby is indicated by corresponding reference characters, the contacts being given an additional designating number. For example, coil I UY operates contact members IUYI, |UY2, etc.

In Figs. 3 through 8, the circuits have been grouped in accordance with their functions, the

grouping being indicated by brackets appearing along the right hand side of the respective sheets of drawings. Legends identifying the functions of the circuits also appear adjacent the corresponding brackets. Throughout the accompanying description, mention of a coil or contact member is accompaniedby a reference to the group in which it appears.

yGeneral description of operation `buttons for the second, third, fourth, and fifth oors of the building are designated -2DF, IDF, IDF and SDF and the up buttons for the first.

second, third and fourth fioors are designated IUF, 2UF, 3UF and AUF.

The circuits shown in Group VI are individual to car A and the circuits shown' in Group IX are individual to car B. To simplify the drawings, separate up and down push buttons are shown in each group. It will be understood, however, that in the practice of the preferred embodiment of the present invention, the push buttons are so constructed that closure of any button closes the corresponding push button contacts in both of Groups VI and IX.

Operation of any hall push button registers a call on one of the cars of the bank, by completing a circuit for the actuating coil of a corresponding floor relay individual to that car. The actuating coils of the floor relays for car A are shown in Group VI, the down floor relay coils being designated 2DR, 3DR, 4DR and SDR, and the up coils being designated IUR, ZUR, 3UR and 4UR. The actuating coils for the floor relays for car B are shown in Group IX and are similarly designated except that they have the prefix B.

Each floor relay also includes a resetting coil, disposed to magnetically oppose the corresponding actuating coils. The resetting coils for the respective fioor relays associated with cars A and B are shown immediately below the corresponding actuating coils, in Groups VI and IX, and bear the same designations.

If all the cars are standing at the same floor the car which is to be started in response to the operation of a hall button is determined by selecting-relays individual to the respective cars. The selecting relays for both cars are shown in Group II. The selecting relay for car A is designated S and that for car B as BS. When both cars are at the same floor one or the other selecting relay S or BS is energized, depending upon the position of a manual selecting switch, and any hall calls registered under such conditions are appropriated to the car corresponding to the energized selecting relay.

Except when all of the cars are at the same door, the car which is to respond to a registered hall call is determined by a series of zoning relays, shown in Groups I, V and VIII.

Each car of the bank is provided with an up zoning relay and a down zoning relay for each intermediate fioor, an up zoning relay for the lower terminal floor and a down zoning relay for the upper terminal floor. 'Ihe zoning relays individual to car A are shown in Group V and are designated, respectively, SDY, 4DY, etc. and lUY, IUY, etc. The zoning relays individual to car B are shown in Group VIII, and are designated B5DY, BIDY, etc., and BIUY, B3UY, etc.

The zoning relays individual to the respective cars respond to the position and direction of movement of the associated car and control a set of up and down zoning relays common to all Ythe cars shown in Group I and designated BDZ,

zoning relay contacts control the circuits to they floor relays of the cars. Accordingly, operation of a hall button actuatesA the fioor relay for the car which controls the zone in which the floor Vis included at the time the call is registered.

Each car is provided with a set of car buttons located within the associated car. The car buttons for cars A and B are shown in Groups VI and IX, respectively, and 'are designated IC, 2C, etc. and BIC, B2C, etc. To simplify the drawings, each car button is shown in two parts, one part being in the circuit for an up floor relay and the other part being in the circuit for a down floor relay.k Preferably, however, the car station includes only a single button per floor, and operation of any button closes both of the above mentioned sets of contact members. switches 2h, 2i, etc. in Group VI and B211., B2i, etc. in Group IX selectively determine, in accordance with the position of the car with respect to a iloor, whether operation of the car button for that oor shall actuate an up or a down iloor relay.

Operation of a floor relay, in response to a hall or car buttonfas'above described causes the immediate lighting ofra corresponding floor lantern for that car and floor; establishes a direction preference which prevents reversal of the corresponding car until that car has reached the farthest floor in the corresponding direction of travel at which a call is registered; and'causes the corresponding car to start, travel to, and stop at the corresponding iioor. Upon the arrival of the car at the corresponding floor, the doors automatically open. The doors recloseA after a predetermined time and as an incident to the restarting of the car, the registered call is cancelled and the lantern isv extinguished.

Each car of the bank is provided with an up iloor lantern and a down iioor lantern for each intermediate floor and a. down lantern for the upper terminal floors. Lanterns are not provided for the` lower terminal oor, it being assumed that position indicators of any conventional type will be employed at the terminal floor to indicate the relative positions of the cars.

The oor lanterns for car A are shown in Group VI, and are designated, respectively, 5DL, SDL, i vIUL, etc. The iloor lanterns for car B are shown in Group IX and are similarly designated except I that they have a preiix B.

The circuits for establishing a direction preference for car A and for controlling the starting and stopping thereof are shown in Group IV, and comprise an up-direction-preference-relay N, a down-direction-preference-relay O, and stopping relays M and P. The corresponding direction preference circuits for car B are shown in Group VII, each relay designation having a prex B. 'Ihe circuits directly concerned with the opening and closing of the doors and the starting and 'stopping of the hoisting motors for cars A and B are shown in. Group III.

'Ihe motor control systems of the respective cars form no part of the present invention and may be of any selected type. They'are illustrated, however, as being of the Ward-Leonard type comprising, for cars A and lB, respectively, directcurrent generators I0 and IIlB directly connected to motors II and IIB. The direction and speed of operation'of the motors are determined by the polarity and degree of excitation of separately excited field windings I2 and I2B onA the generators.

In the illustrated embodiment, the slowing rdown and stopping of the car is directly controlled by switches of the type illustrated in Patent No. 1,902,602, granted to Williams, et al. March 21, 1933 and assigned to the Westinghouse Electric 8: Manufacturing Company. As there described, each switch comprises an electromagnet, an armature and contactstructure mounted on thecar, and magnetizable plates mounted The toggle energization of the electromagnet has no effect on the` armature other than to condition the switch for actuation in response to the magnetic pull between the armature and the plate whenV the car reaches the corresponding point. inthe hatchway. The magneticcircuit is such, however, that after having been actuated in this manner, the armature remains in the actuated positionuntil the electromagnet is deenergized.

Each car is provided with a slow-downinductor switch a'ricl` a stopping Inductor. switch, the general arrangement of which is shown in Fig. 1. Referring to Fig. l, slow-down switch E and stopping switch F, associated with car A, are mounted upon fthe elevator car. Slow-down switch E is provided ywith up contact members EI and down contact members E2. A plate UE is mounted in the hatchway in position to be brought opposite and actuate the armature associated with contact members El when the car reaches the slow-down point for the corresponding floor travelling in the up direction. A plate DE is mount-r ed in the hatchway in position to. be brought'opposite and actuate the armature associated with contact members E2 when the 'car reaches the slow-down point for the corresponding iioor tively. Although only one complete set of inductor plates has been illustrated, it will be understood that each intermediate oor is provided with sets of up and down plates, the lower terminal oor is provided with a set of down plates, and the upper terminal floor is provided with a set of up plates.

The door opening and closing mechanisms for the respective cars form no partfof the present invention and to simplify the drawings, have not been completely illustrated. A door closing relay DC and a door opening relay DO for car A and corresponding relays BDC and BDO for car B are shown in Group III. It is to be understood that energization of a door opening relay causes the opening of the hatchway door at the floor at which the car is positioned, and that energization of a door closing relay causes theclosing of the hatchway door at the iioor at which the car is positioned.

The circuits for the respective cars which are associated with theindividual floors of the building are commutated by means of floor selectors individual to the cars. The floor selecting apparatus for car A is showngenerallyl in`Fig. l and the relative positions of theparts thereof for different car positions are shown in Fig. 2. The corresponding apparatus for car B is identical.

` Referring to Fig. 1, the drivingfmechanism for the floor selector associated with'car A comprises a telemotor transmitter I3', preferably of the self-synchronizing type, which is directly connected to the shaft of` elevator motor II.`

' f 'Iransmitter I3 is electrically connected with a .telemotoi` receiver Ilof the same type, in a well known manner, so that any rotation of the armature of transmitter I3 produces a proportional rotation in'the corresponding direction of th armature of receiver I4. y

Receiver I4 drives the brush carriages I5 and rails II upon a vertically mounted base panel I I. The brush carriages I5 and I5 are mechanically connected by a chain I9 which passes over and is driven by a sprocket 20. Sprocket 20 is connected to receiver I4 through suitable reducing gearing.

Although either brush carriage I5 or I5 may lmove upward in response to an upward movement of the car, it is assumed that the telemotor connections are such that brush carriage I5 moves upwardly during upward movement of the car. It is also assumed that it covers its entire path of travel from top to bottom of fioor selector panel I8 while the car is moving from its lower terminal limit to its upper terminal limit.

Brush carriages I5 and I5 each supports a number of conducting brushes disposed to engage and disengage groups of conducting segments mounted upon panel I8. The rows of segments and brushes are shown in relation to their associated circuits in Figs. 3, 4 and 5. Figure 2 shows,y for car A, the positions oi' the several brushes with respect to the segments for various positions of the car.

Referring to Figure 2 the segments in row a control the selecting relays S and BS; the circuits for which are shown in Group II. Row a includes one segment per floor designated respectively Ia, 2a, 3a, 4a and 5a, disposed for engagement by a brush a on carriage I5. Brush a is in engagement with a particular segmentA while the car is in a zone extending a short distance on either side of the corresponding floor.

'I'he segments in rows b and c control the initiation of rstopping during upward and downward movement of car A, respectively. Row b includes a segment for each of thesecond, third, fourth corresponding direction.

and fifth floors, designated 2b, 3b, etc., disposed for engagement by a brush b on carriage I5. Row c includes a segment for each of the first, second, third and fourth iioors, designated Ic, 2c, etc., and disposed for`engagement by a brush c on carriage I6. Brushes b and c engage a particular segment when the car reaches the slow-down point for the corresponding oor, travelling in the corresponding direction, and remain in' engagement therewith until the car leaves the corresponding iioor travelling in the corresponding direction.

The segments in rows d ande control the up and down zoning relays individual to car A, respectively, the circuits for which are shown in Group V. Row d includes a segment for each of the first, second, third and fourth floors designated Id, 2d, etc., and row e includes a segment for each of the second. third. fourth and fifth floors designated 2e, 3e, etc. These segments are disposed for engagement respectively by brushes d carried upon carriage I5, and e carried. upon carriage I6. Brushes d and e engage an associated segment when the car is at the corresponding floor and engage the segment for the next floor just after the car leaves such door in the The dimensions of brushes d and e are such that they momentarily engage two segments at the same time.

The brushes and segments in rows f and g respectively control the cancellation of registered calls, the circuits for which are shown in Group VI. Row f includes a segment for each of the first, second, third and fourth floors designated respectively If, 2f, 3f, and If, disposed for engagement by a brush f on brush carriage I5. Row a includes a segment for each oi' the second, third, fourth andnfth floors, designated Ig, 2g,

I6, which are secured by means of suitable guide 3a and 4a, disposed for engagement by a brush n on brush carriage I6. As shown, brushes f and a engage a segment after the car has passed the slow-down point for the corresponding floor travelling in the corresponding direction, and remain in engagement with that segment until just after the car leaves that floor in the corresponding direction.

The elements in rows h and i are switches of the toggle type, mounted on panel I8. Row h includes a toggle switch for each of the second, third, fourth and fifth floors designated 2h, 3h., etc., and row i includes a toggle switch for each of the first, second, third and fourth oors designated 2i, li, etc. The toggle switches of rows h and i are disposed for actuation by cams carried on carriages I5 and I6, respectively. The switches in row h are closed except when the car is at or above the corresponding floor. The switches in row i are closed except when the car is at or below the corresponding floor. These toggle switches are associated with the circuits for the car buttons, shown in Group VI, and serve to determine whether operation of a car button shall actuate an up iioor .relay or a down floor relay for the associated car.

Detailed description of operation The various relays and switches shown in the drawings individual to car A, or common to both cars A and B are identified as follows. The control system for car B is a duplicate of that for car A, and the relays and switches are in each vcase given an additional identifying reference character B:

T-Time relay Q-Starting relay DC-Door closing relay DO-Door opening relay M-Up stopping relay P-Down stopping relay N-Up direction preference relay O -Down direction preference relay SDR 3DR Down floor rela!! 2D 4UR BUR 2UR lUR Up door relays Common to cars A and B SDZ 4DZ 3D2 Down common zoning relays Up common zoning relays 'iiiA tact members SI. These contact members are Detailed description of operation As previously mentioned, in the preferred embodiment of the present invention, all of the cars normally remain at the lower terminal floor. As long as the cars remain at this iloor, with no calls for service registered at any of the floors, or on the car buttons in any of the cars, up and ydown direction preference relays N and O for car A and BN and BO for car B, individual zoning relay IUY for car A and BIUY for car B, common zoning relay LUZ and door opening relays DO and BDO for cars A and B, respectively, are energized. Dependent upon the position of the manual selecting switch in Group II, either selecting relay S for car A or BS for car B is energized to condition the corresponding car to respond to hall calls.

The circuits for relays N and O of car A are shown in Group IV and are as follows: From the plus line, through coil- N, in series through the now closed back contact members DR2, 5DR3, 4UR2', 4UR3, 4DR2, 4UR3, 3UR2, 3UR3, 3DR2, 3DES, 2UR2, 2UR3, 2UR,2, 2DR3, IUR2, segment Ic, and brush c, and now closed contact members U9 to minus. The circuit for relay O extends from plus through coil O, normally closed contact member IUR3, segment I c, brush c, and through normally closed contact member U9 to minus. The circuits for direction preference relays BN and BO, car B, are identical with those just traced and are shown in Group VII.

Up direction preference relay N, upon being operated, opens its contact members NI, N2 and N3, and closes its contact members N4 and N5. The opening of contacts N2, opens one of two parallel circuits for the coil of relay Q in Group III, but the operation of the other contact members is without eiiect at this time. Up direction preference relay BN, car B, upon being operated, operates corresponding contacts, with corresponding eiiect.

Down direction preference relay O, upon being operated, opens Contact members OI, O2 and O3 and closes contact members O4 and O5. The operation of contacts O'I, O3 and O4 is without effect at this time. The opening of contacts O2 interrupt the second of the two parallel circuits for relay Q, in Group III, maintaining the latter relay deenergized. Closure of contact members O5 completes a circuit for the coil of rst iloor up individual zoning relay IUY, as shown in Group V. lDirection preference relay BO, upon being operated, closes corresponding contacts,

with corresponding effect.

Relays IUY and BIUY, upon being operated, close contact members IUYI and IUY2, and BIUYI and BIUYZ, respectively. These contact members complete two parallel circuits for first oor common zoning relayJ IUZ, as shown in Group I. Relay IUZ in operating opens its contact members IUZ I, Group VI, the eiiect of which will be described later.

Contact members IUY: and BIUYz, in closing, l

condition the associated cars to respond to hall calls. These contact members are shown respectively in Groups VI and IX. I

In the position illustrated in Fig. 3, the manual selecting switch Y completes the circuit for selecting relay S associated with car A, the circuit for which includes brush a, segment la, segment Bla, and brush Ba. This circuit is completed since both cars are standing at the same floor, in this case the ilrst floor.

Selecting relay S in operating opens its con.-

shown at the top of Group IX, and serve to prevent response to hall calls by the floor relays associated with car B.

The circuit for the door opening relay DO is shown in Group III and includes now closed contact members Q6 and H5. The circuit for door opening relay BDO associated with car B is also shown in Group III, and is identical with the circuit just traced. As previously mentioned, door opening relays DO and BDO serve to hold open the rst floor hatchway doors and car gates of cars A and B, as long as these relays remain energized.

Up call registered at third floor Assuming an intending passenger at the third floor wishes to travel upwardly, up third floor hall button SUF is closed, causing car A to start, travel to, and stop at the third floor. f

Closure of button SUF completes a circuit in Group VI for the up third iloor relay coil 3UR. for car A. This circuit extends from plus through contact members BSI, IUYZ, ZUZI and 3UZI, push button contacts 3UF, contact members BBURB, and coil 3UR, to minus. Closure oi' associated push button contacts 3UF in Group IX does noty complete a corresponding ,circuit for up third iloor relay BSUF for car B, since, as previously mentioned, contact members SI are open.

Up third floor relay IUR, upon being operated. closes contact members BURI and 3UR4, and 3Ud-I, and opens contact members 3UR2, 3UR3 and 3UR5. Contact members 3URI prepare a circuit, in Group IV, which later results in initiating the slowdown'of the car. Contact members BUR! complete a self-holding circuit (Group VI) for coil SUR and a parallel circuit for up third floor lantern 3UL. This circuit remains complete untilthe car has stopped at, and restarted from the third iloor. The lighting of the third floor lantern 3UL informs the intending passenger that his call has been registered and will be responded to by car A.

The opening of contact members 3UR5, in Group IX, serves to prevent energization of coil BBUR, in response to subsequent closures of push button SUF. l

vThe opening of contact members 3UR2 and 3UR3 interrupts the previously traced circuit, in Group IV, for direction preference relay O. Contact members OI, O2 and O3 accordingly reclose, and contact members O4 and O5 reopen. Reclosure of contact members O3 and reopening of contact members O4K and O5 is without immediate. eil'ect.

Reclosure oi' contact members OI, in Group III, prepares a circuit for the coil of up-reversing switch U. Reclosure of contact members O2, in Group III, completes a circuit for the coil of starting relay Q, contact members MI and PI being closed at this time.

Relay Q, upon being operated closesl contact members QI, Q2, Q4 and Q5 and opens contact members Q3 and Q6, all of which are shown in Group III. Closure of contact members Q2 is without immediate effect. Closure of contact members QI further prepares the circuit for the opening of contact members Q6 interrupts the circuit for the coil of door-opening relay DO. Accordingly, the iirst floor hatchway door and car gate for car A start to close. As soon as the door is closed, the interlocks designated doors and gates in Group III close, completing a circuit for the coil of interlock relay G, since contact members Q4 are now closed.

Upon being operated, interlock relay G closes contact members Gi (Group III), completing a circuit for the coils of up-reversing switch U and auxiliary relay H.

Up-reversing switch U, upon being operated, closes contact members Ui, U2, U3, U4 and U5 opens contact members U8 (all in Group III), and closes contact members Ul, and Ul, and opens contact member U9 (all in Group IV).

Closure of contact members UI and U2 (Group IH) completes a circuit for the separately excited ileld winding I2 of generator II resulting in applying a relatively low voltage to the armature oi.' motor I i.

Closure of contact members UI completes a circuit for the coil K of the electromagneticallyreleased, spring-applied brake. The tleld winding 20 of motor i i is continuously excited. Accordingly, upon the release of the brake and completion of the generator eld circuit Just men` tionfd, motor il starts car A upwardly at low spee Closure of contact members U4 completes a circuit for the coil of accelerating switch I, as shown in Group III. Switch I, upon being operated, -closes contact members Il and opens contact members I2. Closure of contact members Ii short circuits an accelerating resistor in the circuit of generator eld i2 (Group III), which accelerates motor Il to full speed. The opening of contact members I2 prevents energization of the coil of stopping switch F, while car A travels at high speed.

Closure of contact members U5 completes a self-holding circuit for the coils of relays U and H (Group III). The opening of contact members U6 prevents completion of the circuit for down reversing switch D. Closure of contact members UT prepares a .circuit in Group IV for the coil of up stopping relay M. Closure of contact members U8 in Group IV is without eiIect, since the car is assumed to be travelling upwardly in response to an up call. The opening of contact members U9 disconnects brush c in Group IV.

Relay H, upon being operated, closes contact members HI, H2 and HI and opens contact members HI and H5, all of which are shown in Group III. Closure of contact members HI prepares a circuit for the coils of slowdown and stopping switches E and F. Closure oi' contact members H2 completes an auxiliary holding circuit for the coil of interlock relay G. Closure of contact members H3 and opening of contact members H4 energizes the coil o! time relay T, causing this relay to operate. 'Ihe opening of contact members H5 is without enect, since the coil of the door opening relay has been previously deenergizecl.

Relay T, upon being operated, opens contact members Ti in Group III, closes contact members T2 and T3 in Group IV and opens contact members '1'4 and T5 in Group VI.

The opening of contact members Ti in Group III deenergizes the coil of door closing relay DC.

'I'his operation is without effect at this time. since, ,as previously mentioned, door closing relay DC has already closed the ilrst door door and car gate.

A Closure of contact members T2 and TI in Group IV prepares circuits for up and down stopping relays M and P, but is without eiIect at this time.

The opening of contact members T4 and T5 in Group VI disconnects the oor selector brushes g and f. These contacts prevent cancellation of calls except when the car stops at the corresponding floor.

As car A leaves the tlrst floor, brush a disengages segment la in Group II, deenergizing selecting relay S, contact members Si of which accordingly reclose. The reclosure of these contact members enables registration of hall calls for car B. As will be more fully described, the common zoning relays IUZ, etc., and the individual zoning relays IUY and BIUY determine the Iloors for which registered hall calls will be appropriated to car B in accordance with the relative positions of cars A and B.

As previously mentioned, brush d engages segment 2d in Group V just after the car leaves the irst iloor thereby completing a circuit for individual zoning relay IUY. Shortly thereafter it disengages segment Id, interrupting the circuit for individual zoning relay IUY. The opening of contact members IUYi in Group I is without effect, since contact members BiUYI associated with car B are still closed. The opening of contact IUYZ in Group VI, iointly with contacts ZUZI, prevents registration on car A of a ilrst oor hall call as long as car B remains at the first floor. This will be' described more fully later.

Closure of contact members 2UYI completes a circuit for zoning relay IUZ in Group I, and closure of contact members IUYZ in Group VI connects up hall button ZUF directly to the plus line.

Zoning relay ZUZ in operating opens contact members ZUZI in Group VI and ZUZZ in Group IX. The opening of contact members 2UZ| prevents receipt by car A of an up hall call for the rst Iloor. The opening of contact members ZUZ! prevents receipt by car B of hall calls for any floors in advance of car A.

In accordance with the preferred embodiment, after all calls are answered, all cars return to and park at the lower terminal door. The departure of any car from the lower terminal floor registers a call on that car for such lower terminal. For convenience the registration ot this call is illustrated as occurring when the car approaches the second iloor. Referring to Group VI hatchway switch V is momentarily closed when car A approaches the second iloor completing a circuit for actuating coil IUF of the nrst tloor relay for car A.

`Floor relay IUR upon being operated closes contact members IURI in Group VI, completing a self-holding circuit for coil IUR; opens contact members IURZ and IUBJ and closes contact members iURi in Group IV; and opens contact members IURS in Group IX. The operation of contact members IURI, IURZ and IUR3 is without effect. The opening o! contact members IURS prevents registration, by button IUT', o1' a rst floor hall call on car B.-

As car A approaches the slowdown point for l the third floor, brush b engages segment 3b, completing a circuit for stopping relay M. This circuit includes contact members PZ, U1 and lURI, segment 3b, brush b, and interlock contact members D9, whichare closed since the car is travelling upwardly.

Stopping relay M, upon being operated, opens contact members MI in Group III, closes con-` tact members M2 and M4, and opens contact members M3 in Group IV, and opens contact members M5 and M6 in Group VI. The opening of contact members MI in Group III deenergizes control relay Q, Which transfers the stopping operation to the Inductor switches E and F, as will be described.

Closure of contact members M2 completes a self-holding circuit for coil M, which remains complete until the opening of contact members T2, which occurs a predetermined time after car A stops.

Q6 prepares a circuit for the door` opening` relay DO. Reclosure of contact members Q3 completes a circuit for the coil of slowdown switch E. As previously mentioned, energization of the coll of this switch does not result in immediate operation thereof. When, however, as shown in Fig. 1, switch E is brought opposite an up magnetic plate' EU, contact members EI are actuated to the open position, interrupting the -circuit in Group III for accelerating switch I, which accordingly reopens contact members Il and recloses contact members I2.

The opening of contact members Il includes a resistor in the circuit of generator eld winding I2 decelerating the car. Closure of contact members Vb--I completes a. circuit in Group III for the coil of stopping switch F.

As the car approaches the third iloor and brings stopping switch F opposite an up magnetic plate FU, contact members FI in Group III are opened, deenergizing up-reversing switch U and auxiliary relay H.

Upon being deenergized, reversing switch U reeiect, since the associated circuits are already opened.

The opening of contact members U1 and U8 in Group IV'is without effect, since a self-holding circuit has beencompleted for switch M, and since the circuit for switch P is interrupted elewhere. The closure of contact members U9 in Group IV has no effect other than to connect brush c to the negative side of the line.

Upon being deenergized, control relay H opens contact members HI, H2 and H3, and recloses contact'members H4 and H5, al1 in Group III. v The opening of contact members HI deenergizes the coils of slowdown and stopping switches E and F, the contact members of which reclose, without effect. A

The opening of contact members H2 deenergizes interlock relay G, contact members GI (Group III) of which accordingly reopen without immediate effect, since switches U and H have been previously deenergized.

The opening of contact members H3 interrupts the circuit for the coil of time relay T, and the reclosure of contact members H4 completes a low resistance discharge path for the energy stored in this coil, to delay the opening movement thereof. (Group III.)

The reclosure of contact members ha in Groupv III completes a circuit for the` coil of door open` ing relay DO, in response to which the car gate and a third iioor hatchwaydoor for car A are movedto the open position. It is noted that this circuit remains complete until the car restarts. Thus, the door and gate will remain open as long as the car remains at the third floor.

After a predetermined time, preferably of the order of from 6 to 10 seconds, relay T times out, reclosing contact members `TI in Group III, re-

. opening contact members T2 and T3 in Group IV,

and reclosing contact members T4 and T5 In Group VI.

The reclosure of contact members TI in Group III prepares a circuit for door closing relay DC. It is tobe noted that these contact members prevent reclosure of the doors for a predetermined time after the car stops at a floor, even though other calls are registered on the system which tend to start the car.

The opening of contact members T2, in Group IV, deenergizes the coil of stopping relay M,

which thereupon recloses contact members MI, Group, III, reopens Contact` members M2 and M4 and closes contact members M3 in Group IV, andvrecloses contact members M5 in Group VI. The opening of contact members T3, in Group IV, is without effect.

The operation of the contact members MI, M2, M3 and M4 is without effect, but the reclosure of contact members M5 in Group VI, together with a reclosure of contact members T4, completes a circuit for the resetting coil of up third floor relay 3UR.

It is noted that contacts T5, M6 and P6 complete a corresponding resetting circuit for the up- 3rd floor relay SUR, which is without eiect at this time, since no 3rd floor up call was assumed. With this arrangement if both up and down relays for a floor are Operated, the stopping of a car at that floor resets both relays.

Upon completionof this circuit the resetting l coil .magnetically opposes the actuating coil of relay 3UR, restoring this relay to the deenergized position.y This opens contact members 3UR4 in Group VI, recloses contact members 3UR2 and 3UR3 and reopens contact members 3URI in Group IV, yand recloses contact members 3UR5 in Group IX.

The opening of contact members 3URI f in Group IV is without effect. Reclosure f contact members 3UR2 completes a circuit for direction preference relay N, which includes segment 3b, brush b, and the normally closedcontact members of the iloor relays. Reclosure of contacts 3UR3 in Group IV has no effect. The opening of contact members 3UR4 in Group VI interrupts the circuit for, and 'extinguishes up floor lantern 3UL. The opening of contact members 3UR5 in Group IX is without eiect at this time.

Direction preference relay N, upon being energized, opens contact members NI and N2 in Group III, opens contact members N3 and closes contact members N4 in Group IV, and closes contact members N5 in Group V.

The opening of contact members N2 in Group III prevents completion of a circuit for control relay Q. The opening of contact members N4 in Group IV is without effect.

Closure of Contact members N5 in Group V completes a circuit for the coil of third floor individual zoning relay 3DY, which closes contact members SDYI in Group I to thereby energize zoning relay 3D2, and closes Contact members 3DY2 in Group VI, to prepare the floor relay circuits of car A. 0

The opening of Contact members N3 in Group IV interrupts the circuit for direction preference relay O, which accordingly recloses contact members Ol and O2 in Group III, opens contact members O3 and recloses contact members O4 in Group IV, and recloses contact members O5 in Group V.

The operation of Contact members O3 and O4 in Group 1V is Without effect. Contact members O5 are concerned with the zoning relays, Group V, described more in detail later.

Reclosure of contact members Ol in Group III is without effect, other than to prepare a circuit for the coil of down reversing switch D and auxiliary relay H. Reclosure of contact members O2 in Group III completesa circuit for the coil of control relay Q.

Upon completion of this circuit, relay Q functions to cause closing of the doors, and the starting and accelerating of the car to full speed in the manner previously described, except that in this case down reversing switch D is actuated instead of up reversing switch U. Down-reversing switch D excites the generator field i2 in a direction opposite to that caused by up reversing switch U. In all other respects, the action of the several contact members of down reversing switch D is analogous to the described effect of the Contact members of up reversing switch U. It is believed unnecessary, therefore, to describe in detail the operation of starting and accelerating the car to full speed in the down direction.

As the car approaches the first floor, brush c engages segment .ic, completing a circuit for down stopping relay P which includes contact members M3, D8 and IURI, segment ic, brush c, and now closed contact members U9.

Upon being operated, down stopping relay P opens contact members PI, Group III, opens contact members P2 and closes contact members P3 and P4, Group IV, and opens contact members P5, Group VI.

The opening of contact members Pl, Group III, deenergizes control relay Q, which thereafter functions to cause the slowing down and stopping of the car in the manner described in connection with the slowdown and stopping operation in the up direction. The only difference between the slowdown and stopping operation in the ldown direction and in the up direction being that in the latter case the contact members El and Fi of slowdown and stopping switches E and F function, while in the former case the contact members E2 and F2 of these switches function. The opening of the first floor hatchway door when the car reaches the first door in response to closure of contact members Q6 and H5 in Group III is also as previously described.

After the car has been stopped at the first floor for a predetermined time, relay T times out. Contact members TI prepare the door closing circuit in Group III, as previously described. Contact members T2 in Group IV are without effect, but contact members T3 in opening, Group IV, interrupt the circuit for stopping relay P. Closure of contact members Tl, Group VI, jointly with the reclosure of contact members P5,

completes a circuit for the resetting coil of the up rst coil relay I UR which thereupon assumes the deenergized position.

The resetting of up first floor relay IUR is of no effect other than to complete a circuit for direction preference relay O through contact members IUR3 in Group IV. Upon completion of this circuit, direction preference relay O again operates, but is Without effect other than to prevent completion, by the opening of contact members O2 in Group III, of a circuit for control relay Q.

As a consequence of the stopping at the rst oor, the system is restored to the same condition as prior to the registration of the previously described third floor up call. That is, direction preference relays N and O are energized, the door opening relay DO is energized, selecting switch S is again energized to give preference to car A, and the first floor zoning relay IUZ is energized.

The response of car A to a down call is as follows: Assuming, again that both cars are at the first floor and that a down hall call is registered by closing button 3DF, a circuit is cornpleted in Group VI for the coil of floor relay IDR. As previously described, the corresponding circuit in Group IX for the coil of relay BIDR is not completed, because selecting relay contact members Si are open.

Relay 3DR, upon being operated, closes contacts IDRI and opens contacts 3DR! and 3DR! in Group IV, closes contact members 3DR! in Group VI and opens contacts 3DR5 in Group 1X.

Closure of contacts iDRI, Group IV, is without immediate effect. Closure ofy contacts IDRI, Group VI, completes a self-holding circuit for floor relay 3DR and lights down third floor lantern SDL, thereby informing the intending passenger that his call has been registered and will be responded to by car A. 'I'he opening of contacts 3DR5 prevents operation, through button 3DF, of fioor relay B3DR for car B.

The opening of contact members 3DR2 and 3DR3 interrupts the circuit for direction preference relay N. 'Ihe remainder of the starting operation is as previously described in connection with the up call at the third floor.

As the car nears the second floor, switch V again operates to actuate first floor relay IUR, the contact members of which function as previously described.

As the car'approaches the third floor, brush b engages segment 3b and recompletes the circuit for direction preference relay N. Relay N operates, opening contact members NI and N2 in Group III, opening contact members N3 and closing contact members N4 in Group IV, and closing contact members NI in Group V.

The opening of contact members NI, Group III, is without effect. 'I'he opening of contact members N2 in Group III deenergizes control relay Q. 'Ihe opening of contact members N3 in Group IV deenergizes direction preference relay O. The closure of contact members NI, Group Cn v IV, completes a circuit for down stopping relay P, which circuit also includes contact members M3, U3 and T3.

Relay Q, upon being deenergized causes the car to slow down and stop, in the manner previously described. In the `course of this operation, relay T is deenergized, at which time contact members TI, T4 and T5 start to reclose and contact members T2 and T3 start to reopen.

Stopping relay P, upon being operated, opens contact members Pl in Group III; opens contact members P2 and closes contact members P3 and Pr; in Group IVand opens contacts P5 in Group The opening of contacts Pl prevents 'reenergization of control relay Q, Group III, by the reclosure of contact members O2, which results from the deenergization of relay O. Closure of contact members P3, Group IV, completes a holding circuit for direction preference relay N. This circuit remains complete until relay T times out and opens contact members T2. Closure of contact members Pl in Group IV completes a self-holding circuit for relay P which remains complete until the opening of contacts T3.

The opening of contact members P2 in Group IV, is without effect. The opening of contact members P5 in Group VI is without immediate effect.

Upon being deenergized, direction preference relay O closes contact membersv OI and O2 in Group III, opens contacts O3 and closes contacts O4 in Group IV, and opens contacts O5 in Group V. Contact members l, O2 and O3 are with- `out effect in this instance. Contact members OI complete a holding circuit for direction preference relay N. Contact members O5 are concerned with the zoning relays, the effect of which will be described later. y

The deenergization of relay O, above described, establishes a down direction preference, which causes the next startof the car to be in the down direction.

After the car has remained at the third iloor,

for a predetermined time, relay T times out, reclosing contacts TI in Group III, opening` contacts T2 and T3 in Group IV, and reclosing contacts T4 and T5 in Group VI.

Reclosure of contacts T4 in Group VI completes the resetting circuit for floor relay 3DR, which resumes the deenergized position, extinguishing the third fioordown lantern 3DL. The opening of contact members T2 in Group IV is without effect, but the openingl of contact members T3 deenergizes stopping-relay P. Reclosure of contact members Tl in Group III prepares the circuit for door closing relay DC.

Stopping relay'P, upon being deenergized, recloses contact members PI in Group III, energizing control relay Q. Relay Q, in turn completes the circuit for door closing relay DC (which closes the door and gate), and completes the circuit for down reversing switch D, which starts the car downwardly in the manner previously described. Relay P also recloses contact members P2 and reopens contact members P3 and P4 in Group IV, the operation of which is without efffect at this time. As the car approaches the first floor, it is slowed down and stopped in the manner previously described.

VThe operation of the car in the event that a number of up and down calls are registered at the same time is as follows: Assuming again that the cars are at the first floor, and that up-hall calls lare registered on buttons ZUF apdhUF,

and that a down-hall call is registered on button 3DF, floor relays ZUR, lUR and 3DR are operated to complete self-holding circuits, and light the corresponding floor lanterns, as shown in Group VI. The energizing circuits for these oor relays include contacts on the zoning relays, the action of which is described later.

'I'he first of these floor relays 4to be energized deenergizesrelay N in Group IV as previously described. As also previously described, relay N energizes relay Q in Group III, causing the door and gate to close and the car to start upwardly.

As the car approaches the second floor, brush b engages segment 2b completing a circuit for stopping relay M. Relay M in turn deenergizes relay Q in Group I, which results in the stopping of the car and the opening of the door and gate at the second koor.

As previously described, iloor relay IUR is energized through hatchway switch V in Group 'VI as the car approaches the second floor. While standing at the second floor, therefore, calls are registered for floors both above and below the car. Having started upwardly, however, up direction preference relay N is energized and contact members N3 complete a holding circuit for down direction preference relay O in Group IV. Relay N is maintainedl deenergized as long as there are calls above the car. Consequently, after having started upwardly, response is had to calls for iioors above the car before response is had to calls for oors below the car.

After the car has remained at the second floor for a predetermined time, relay T times out, deenergizing stopping relay M, in Group IV, cancelling the second floor up call and extinguishing the second floor lantern 2DL in Group VI, in the manner previously described. The deenergization of relay M completes a circuit for starting relay Q, in Group III, which causes the closure of the doors and the starting of the car in the manner previously described.

As the car approaches the fourth iioor, stopping relay M is again energized, deenergizing relay Q. Relay Q in turn causes the car to slow and stop, and the doors to open. After the car has remained at the fourth oor a predetermined time relay T times out, cancelling relay 4UR and i extinguishing the lantern, in the manner previously described.

Under the conditions assumed, no calls are registered for floors above the fourth iioor. If the fourth floor call had been a down call, the direction preference would have been reversed immediately, as described in connection with the stop for the third floor down call. In this case, however, the last stop was for an up call and the up direction preference (relay N) is maintained for a predetermined time after such stop. As previously described, the up direction preference is A terminated when relay N is reenergized in response to the closure of` contacts 4UR2 (Group IV). out and cancels the fourth floor up relay 4DR.

vAssuming that no further calls are registered for oors above the car during the time that relay T is timing out, relay N is energized. 'I'he opening of contact members N3 (Group IV) deenergizes down direction preference relay O, isince contact members IUR2 and IUR3 associated with the rst floor call have interrupted the vinitial operating circuitfor relay O.

Relay O, uponbeing deenergized. operates relayQ; (Group III) which causes the closure or the doors and the restarting of the car downwardly in a manner previously described.

As the car approaches the third door, brush c engages segment 3c in Group 1V, completing a circuit for the coil of stopping relay P. Relay P operates relay Q (Group IE), which causes the slowing down and stopping or the car and the opening of the doors in the manner previously described.

At the expiration of the predetermined time, relay T times out, interrupting the previously completed self-holding circuit for relay P, Group IV, cancelling the third door down call and extinguishing the third floor down lantern SDL in Group VI. The deenergization of stopping relay P again energizes relay Q (Group III), which causes reclosure of the doors and the starting of the car downwardly as previously described.

Under tire conditions mentioned, in which the car is caused to return to the lower terminal, respense is never had 'to-an up call during down.- warcl travel. however, throwover switch El is Opened, in Group the departure of the car from the iirst door does not result in the actuation of first door relay i Underthese conditions the car f he stopped in its dawn Up Silvi Assuming, te continue the previous example, that after the car left the second floor travelling upwardly, an up call was registered at the second floor, relay EUR (Group "dit actuated. Contact members ZURZ and ZUR?. in Group IV open in the circuit of down direction, preference relay O accordingly, relay P is maintained deenergized, and upon the timing out of relay T, after the last described stop, at the third floor, relay Q is energized (Group III), which results in the reclosure of the doors and. the restarting of the car downwardly.

As the car approaches the second iloor, brush c engages segment 2e, reccmpleting a circuit for down direction preference relay G, in Group IV. The opening of contact members OI in Group IH deenergizes controi relay Q, which causes the slowdown and stopping of the car and the opening of the door and gate in the manner previously described. Closure of contact members O3 com-l pletes a circuit for stopping relay M (Group IV), which also includes down reversing contact members Dl, prior to the opening of these contact members. Relay M completes a self-holding circuit through contact members M2, which remains .complete until the timing out of relay T. As

long as this circuit is complete, the car cannot be restarted, as previously described.

The opening of contacts O4 deenergizes relay N, in Group IV, thereby establishing an up direction preference. Relay N remains deenergized until relay T times out, cancelling the,second floor up relay ZUR, which results in the reclosure of contact members ZURZ and 2UR3, in Group IV H,

Any calls registered for oors above the second floor while'relay T is timing out, followingthe just described stop at the second floor, further interrupt the circuit for the coil of updirection-preference relay N. The starting of the car upwardly in response to these calls is, ot course, delayed until relay T times out.

Any calls registered for floors below the second floor while relay T is timing out, following the Just described stop at the second iloor, have no immediate eiIect other than to actuate the corresponding floor relays in Group VL When,

however, relay T times out, cancelling the second oor up-call, relay N is again energized and opens contacts N3 in Group IV. This deenergizes down direction preference relay O, since floor relay contacts for iloors below the position o the car, in this case, contacts IURZ and IURJ, are open.

Ii no calls are registered, both direction preierence relays N and O become energized when relay T times out, and remain so until a call is registered. When both direction preference relays are energized, the car may be started either upwardly or downwardly depending upon the position with respect to the car of the initial registered call, but remains at the door corresponding to the last registered call, until the registration of such further call.

The response ci a car to .its car buttons is identical with the described response to hall buttous. Referring to Group VI, the car buttons 3C, (5C, etc., are connected substantially in par lel with hail buttons, the only :iii-ference being that car button circuits are independent of the zoning relays, later described, and flat the A own except when car above the associated floor, and switches ih, 2h, 3ft, and 4h are open except when the car is below the associated door.

Asswningftl'ierefore, that car is et the third door, closure of the two sets of car buttons marked 1C energizes up fourth iicor rA ay MIR, but does not energize down fourth lcor relay 4DR, since switch 4i is open. Similar' with car A at the third floor, closure of the two sets of car push button contacts marked 2C energizes down second floor relay 2DR, but does not energize up second floor relay ZUR, since toggle switch 2h is open under these conditions. It ls believed` obvious that the response of the car following the actuation of these iloor relays is identical with the response thereto following operation oi' a hall button.

To summarize: With transfer switch W closed (Group VI), car A may be started in response to either hall or car buttons, will travel to the highest floor at which a call is registered, stopping successively for up calls on the way, and will then reverse and return to the lower terminal, stopping successively for any intermediate down calls which have been registered. If the highest floor stop is for an up call, the up direction preference is maintained for a predetermined period to permit registration o! further calls for floors above the position of the car. If the stop at the highest oor is for a down call, the direction preference is reversed immediately and the restarting of the car is in the downward direction, even though further calls for higher floors may be registered before the car restarts.

Il' switch W (Group VI) is opened, the performance of car A is the same. except that after having reached the farthest door in a particular direction of travel, it will reverse only if calls for lioors in the reverse direction remain unanswered.

If no further calls remain. the car remains at.

the door corresponding lto the last registered call.

Since the individual control systems. for all cars of a bank are identical, the performance o! car B is the same as the described performance of car A.

Operation of plurality of cara As previously mentioned, when two or more cars operate as a bank, any particular registered call is appropriated to, and causes the starting of only one of the cars, and response thereto by others of the cars is prevented. 'Ihis selection between the several cars is accomplished by the zoning relays shown in Groups I, V, and VIII, and by the selecting relays shown in Group II.

As previously mentioned, each car of the bank is provided with a selecting relay, the relay for car A being designated S and the relay for car B being designated BS. A transfer-switch is provided to connect either of these relays to an energizing circuit. This energizing circuit includes brushes a and Ba for cars A and B, respectively, which are arranged to engage associated segments la, 2a, Bia, B2a, etc., respec tively. As shown, the circuit for a selecting relay is complete only when both cars are standing at the same floor. Assuming selecting relay S is energized, it opens contact SI in Group IX, which prevents completion in response to a hall button of the circuit for any of the floor relays associated with car B. Il.' selecting switch Y (Group II) is moved to the other illustrated position, selecting relay BS is energized when both cars are at the same oor, and opens contacts BSI in Group VI, preventing response to hall calls by the floor relays for car A.

'Ihe zoning system includes the common zoning relays IUZ, 2UZ, etc., shown in Group I, there being one such relay for each iloor and for each direction of travel, and corresponding individual zoning relays for cars A and B shown in Groups V and VIII.

Referring particularly to Group V, with car A standing at the first iioor and no calls registered, contacts O5 and N5 on the down and up direction preference relays O and N are closed. Brush d is in engagement with segment ld, so that relay IUY is energized. Ii a call is registered for a floor above the first floor, up direction preference relay N is deenergized, as previously mentioned, and starts the car upwardly. Contact members N5 also open so that during upward travel oi the car, or as long as the up direction preference exists, none of -the down -zoning relays ZDY, SDY, etc., are en'- -close as an incident to the reversal or the conditioning for reversal of car A, as previously described. This interrupts any previously completed circuit for an up zoning relay and completes the circuit for the down zoning relay for the floor at which the car is positioned.

It is seen, therefore, that with car A standing. at any intermediate floor, conditioned to travel upwardly, a corresponding up zoning relay is energized. If it is conditioned to travel downwardly, a corresponding down z'oningrelay is energized. I! no direction preference exists, both up and down zoning relays for Vthe corresponding `iloor are energized.l The zoning relays for car B shown in Group VIII operate in a oorrespondf ing manner.

Referring particularly to Group I, the zoning relays for the individual cars jointly control the common zoning relays |02, ZUZ, etc. Operation oi any individual zoning relay energizes ajcorresponding common zoning relay IUZ, 2DZ, etc.

In addition to the contacts of the individual zoning relays shown in Group I, each of these relays is provided with contact members designated IUYZ, 2UY2, etc. The additional contact members associated with the zoning relays individual to car A are shown in Group VI,-and those associated with car B are shown in Group IX. Each of the common zoning relays shown in Group I is provided with a contact member for each car of the bank. The contact membersr IUZL 2UZ| 'of the common zoning relays are associated with car A and are shown in Group VI. The contact members IUZ2, 2UZ2 etc.. are associated with car B and are shown in Group rI'his zoning serves two purposes: First, itYenables the immediate appropriation to a particular car of any hall call registered in the zonef for that car; and, second, prevents responsev by any other car to such call. call is immediately appropriated to a particular one of the cars, it is possible to immediately light the oor lantern for that car, corresponding to the oor and direction of the call. w

In the examples thus far given, it has been assumed that all of the calls have been registered either while both cars A and B are standing at the lower terminal floor, in which case car A has Abeen assumed to be the preferred .'car, or have been registered in the zone for car A: that is, that they were up calls in advance 0i the position of car A or were down calls. In both of these cases, car A responds to the calls. in the manner described.

Assuming, however, that after car A has been started upwardly in response to a call, an up call is registered for a floor which carv4 A has passed, such call is appropriated. to car B,y and response thereto by car A is prevented. For example, if car A is at the third floor, conditioned to travel upwardly and car B is at the first floor, closure of up button ZUF completes a circuit in Group IX for up second floor relay BZUR, which extends from plus through contact members SI, BIUYZ, 2UZ2, button 2UF, contact members ZURS, and coil BZUR, to minus. Contact members BIUYZ and ZUZ! are closed, since car B is at the rst floor. Contact members 2UR5gare closed because second floor up relay ZUR, associated with car A is ineffective to respond to the second ,iloor up call, under the conditions assumed, as follows:

Referring to Group VI, closure of button ZUF members IUZI (open because car B is atthe ond floor up call and the stopping o'f it at the second floor is as described in connection with car A, the control systems for the two cars being identical.

As car A proceeds up the hatchway, the zone in which up calls are appropriated to car B is correspondingly advanced. Assuming that car A reverses in the hatchway and starts down, the zone for car B, as to up calls, extends from the position of car B to the upper-terminal, and as to down calls, from the upper terminal down to the position of car A.

For example, assuming car A is at the second floor conditioned to travel downwardly, and car B is at the lowerterminal, any up calls for any of the floors and any down calls for either the fourth or fifth floors are appropriated to car B.

Assuming up calls are registered at the second and fourth floors, and down calls are registered at the fth and third floors, relays BEUR, BQUTR., BSDR and BSDE are energized (Group Iii The circuit for coil BUR is as previously described. The circuit coil BUE?, extends as traced for coil. B2U'rt, 'out continues through contact members fUZi and iUZ; button now closed contact members URE and BlUR. The circuit for coi?. B5DR continues from. the just mentioned contacts U22 through contacts SDZ, button SDIS", not.7 closed contacts SDR and through coil BSDR. The circuit for coil 133D?V continues from the just mentioned contacts SDZZ throng" contacts EDEL', and button 3L new contacts SDR and through coi?, a

is believed apparent from the previous description that each of these registered calls immediately light the corresponding floor lantern, and remain registered until answered, causing car I2 to stop successively at the second, fourth, fifth, and third floors. Assuming that switch BW (Group IX) is closed., so that the departure of car B from the first car registered a lower terminal call, car B will, of course, return to the rst oor after responding to the third iioor down call.

"The up callsl at the second and fourth oors and the down calls at the fifth and third floors just mentioned are not registered upon car A, as shown in Group VI. Car A having been assumed to be at the second floor conditioned to travel downwardly, contact members ZDYE and ZDZ are closed. Since car B is assumed to be at the first floor, contacts IT'Zl are open. The contacts prevent completion through contacts 2DY2 of a circuit for any of the oor relays for car A except second floor down relay 2DR. It is believed obvious that had car A been assumed to be standing at the third floor, conditioned to travel downwardly, contacts 3DY2 would be closed and contacts IDZ! would be open. Contacts IDYR would condition only the circuits for coils IDRI and 2DR. In this case, the third floor down call would not have been appropriated to car B, since as shown in Group 1X, contacts 3DZ2 would be open preventing completicn of the -circult for coil BSDR.

The third floor down call registered while car A was standing at the third floor would energize coil 3DR, and would be cancelled at the time cat A left the third floor, by the closure of contact members T4 (Group VI), which, as previously described. occurs just before the starting of the car.

As long as car B stands at the first door, the

zone for car A, if it h conditioned to travel upwardly, includes all up hall calls above car A and all down calls; if car A is conditioned to travel downwardly, its zone includes only down calls for floors below it. If, however, car B has left the lower terminal travelling upwardly, the zone for car A includes all of the calls just mentloned and also includes any up calls between the lower terminal and the position of car B. For example, if car A is at the fourth floor conditioned to travel downwardly and car B is at the third floor conditioned to travel upwardly, the zone for car A includes down calls for the first and second floors. The zone for ca'r B includes up calls for the third and fourth floors and a down call at the fifth floor.

Assuming with the car positions just mentioned that button ZUF is operated` coll ZUR is energized, the circuit extending from plus through contact members JDYZ, BDZl, ZDZl, iUZi, ZUZE, button ZUF', now closed contact members BZURS and coil ZUR. call is not received by car B, since contact members SUEZ and DZE are open in Group IX. As previously` described, assuming switch W (Group VI) is closed, to provide the lower terminal parking feature, car A would first proceed to the lower 'terminal and at the expiration of a predetermined time would restart and stop at the second floor. If switch W is open, and no ilrst floor call is registered, car A would stop for the second fioor up call during its downward movement.

En practice. it has been found that quite fre quently car B, after having been started upwardly may respond to the highest call registered for it, reverse, and restart for the lower terminal from a iioor below the position of car A. In this case, any calls previously appropriated to car A are answered by it.

Prior to reversal ol.' car B, the zone for car B extends from the position of car B up to the position of car A, if the latter is conditioned to travel upwardly, or from the position of car B up to the upper terminal and back down to the position of car A, if the latter is conditioned to travel downwardly. The zone for car A includes the remainder of the hatchway. After reversal, the zone for car B extends from its position down to the lower terminal and back up to the position of car A, if the latter is conditioned to travel upwardly. If the latter is conditioned to travel downwardly, the zone for car B, after reversal, extends-down to the lower terminal, back to the upper terminal and down to the position of cai-A.

Under such conditions, the zone for car A, if conditioned to travel upwardly, extends from its position to the upper terminal and back down to thel position of car B. If car A is conditioned to travel downwardly, its mne extends from its position down to the position oi' car B.

As noted, although a reversal of car B such as just described revises the zones for the two cars, any call previously appropriated to a. car are answered by it. Assuming that after the departure of car A from the rst floor in response to a number of registered calls, including a down call at the second oor, car B is started upwardly, travels to the fourth floonand reverses,assum ing a position nearer the lower terminal than car A. It will be observed from the circuits in Group VI that the second oor down call is maintained on car A. This is because the floor relays, after having been energized. complete self-holding circuits which are independent of the zoning relays. For example the self-holding circuit for the second floor down relay 2DR.v is completed through contacts 2DR4. (Groupl VI). The lantern circuit is similarly maintained. Further, should the second iioor down button be again closed after the above-mentioned reversal, such reoperation would not register a call on car B, even though the zone for car B now includes down calls below the fourth floor. This is because operation of relay 2DR opens contacts ZDRS in the circuit of relay BZDR, in Group IX. All of the floor relays of both cars A and B are provided with corresponding contacts, as shown in Groups VI and IX.

I f one of the cars passes another of the cars travelling in the same direction, the zones of the two cars are immediately revised. 'I'he zone of the passing car then extending from its position to the next terminal, from that terminal to the next terminal and back to the position of the overtaken car. The zone of the overtaken car extends from its position to the position of the overtaking car.

Under these conditions, however, as previously mentioned, the contacts |UR5, 2UR5, BIURS, B2UR5, etc., of the oor relays maintain any registered calls and the corresponding lanterns lighted, and prevent response by the other oar to the same call in the event the corresponding button should be reoperated after the revision in zones.

In the alternative embodiment. in which individual hall buttons are provided for each of the several cars of the bank, the present invention provides means to indicate to intending passengers at any floor which car of the bank is conditioned to respond to a call for that floor and direction. Illustrative circuits for accomplishing this are shown in Fig. 8.

Referring to this figure, each car is provided with an indicating element for each oor and each direction of travel. The up indicating elements for car A are designatedv IUI, 2UI, 3UI, 4UI for the first through fourth iloors, and the down indicating elementsare designated as 2DI, 3D1, 4DI and SDI for the second4 through fifth oors. The corresponding elements for car B are similarly designated but have the prefix B,

As shown, the circuits for the indicating lights l for both cars include contacts on the common zoning relays and on the individual zoning relays for the corresponding car. 'I'he operation oi" these common and individual lzoning relays has been previously described. The indicating lamp circuits are also controlled by contact members on the selecting relays S2 and BS! for cars A and B, respectively.

It is evident that with both cars standing at the same floor, and assuming that relay S is operated (Fig. 3 in Group 1I), none of the indicating lamps for car Bwill beillul'ninated. All of the indicating lamps for car A, however, will be illuminated, through circuits which include contacts on the individual zoning relay corresponding to the floor at which the car is standing, and parallel branches which include contacts IUZI, etc., of the common zoning relays (Fig. 8). Thus any intending passenger is informed that his call should be registered by pressing the haii button for car A.

If cars A and B are standing at different floors, the selecting relay contacts S2 and B82 will both be closed, but in this case, the zoning relays determine 'which of the indicating lamps shall be lighted.

The zoning relay contacts in Fig. 8 function in the same manner as do the corresponding zoning relay contacts in Groups VI and IX. It is believed obvious from Fig. 8- that all of the indicating lamps for car A for floors in the zone for car A, and all of the indicating lamps for car B in the zone for car B are continuously illuminated.

The indicating lamps of Fig. 8 may be located adjacent the corresponding buttons, but are preferably incorporated in the push button structures. Fig. 9 shows an illustrative form of the preferred arrangement.

Referring to Fig. 9, a push button 25 of transparent material is supported in a housing 26,'and is biased to the illustrated position by a coil spring 2l, which surrounds button 25, and bears against shoulders 28 and 25.

Button 25 is hollow and accommodates an insert 30, having an angularly cut reiiecting surface 3i. Light from a source 32 passes through an aperture 33 in housing 26, is reflected from surface 3i and illuminates the end of` button 25.

Button 25 and insert 30 are attached to a plate 34 which carries a stud 35. Stud 35 is disposed to actuate a contact making plunger 36 associated with any conventional form of manually closed switch 3l.

The present invention may be practiced in many forms other than the one illustrated and; described. The present embodiment is therefore to be considered in an illustrative and not a limiting sense.

I claim as my invention:

1. In a control system for an elevator car operable pasta plurality of iioor landings, push buttons for each of said landings, floor relays respectively associated with said push buttons, zoning relays comprising contacts respectively associated with each of said floors, means for successively actuating said zoning relays in accordance with the position of said car, circuit connections between said push buttons and said floor relays including contacts of said zoning relays. and control mechanism for said car'comprising mechanism responsive to said floor relays for causing the car to start, travel to, and stop at the associated floor.

2. In -a control system for an elevator car operable past a plurality of oor landings, push buttons for each of said landings, floor relays for each of said landings, circuit connections between corresponding oor relays and push buttons, zoning relays for each of said floors, each zoning relay comprising contacts, mechanism for successively actuating said zoning relays in accordance with .the position of said car, circuits interconnecting said floor relay circuit connections, said interconnecting circuits including contacts of said zoning relays, and mechanism responsive to any of said floor relays for causing the car to start,l travel to, and stop at the corresponding floor.

3. In a control system for a plurality of elevator cars operable past a plurality of floors, push buttons for each of said floors, oor relays individual to each car for each of said floors, zoning relays for each of Asaid floors responsive to the positions of said cars,each zoning relay comprising contacts, circuit connections between said push `.buttons and said door relays, said circuit connections comprising contacts of said zoning relays, and means responsive to any of said floor relays for causing the associated car to start, travel to, and stop at the corresponding oor.

4. In a control system for a plurality of ele- 

